Low personal B.M.E.P.
You have my sympathy Wob....been there with triumphs.....they're very sensitive to the shape of the back of the valve, in case you hadn't heard. Also don't forget to tell the customer that, even though you've installed the best available valves and guides - and he's paid for them - they will require replacement in quite a short time. In NZ with limited racing, probably two seasons....Originally Posted by wobbly
Forum whore
Yea I got 6mm stem titanium Kibblewhite valves with beehive springs ( minus dimples sadly ) and the other Banman will be doing cams/seats for me , but i expect very little -
so disappointment is minimised.
Just amazed that everywhere I go I get such a litany of negativism to my " modern " approach.
Why do you want a 90* crank, why do you want a Nicasil bore, why do you want Methanol, why do you need DLC thin wall small ends,what do you want special Carrillo long rods for and of course
why the hell do you need 500 thou lift on the inlet - the fact no one else has done it, just means they dont know shit about discharge coefficients and the complete
normality of pulling valves 30 % of their diameter off the seat.
All the reasons, as I have explained in blunt detail to all these wankers, is they are completely the reason British motorcycle industry is firmly down the dunny.
Ive got a thing thats unique and new.To prove it I'll have the last laugh on you.Cause instead of one head I got two.And you know two heads are better than one.
No8 Wire Extraordinaire
Ah c'mon. . .Bit of time on the drill press we'll have those dimpled for you. Hell we'll even dimple the valve springs just to help out.
Don't you look at my accountant.
He's the only one I've got.
Low personal B.M.E.P.
How the hell do you get .500 lift without reducing flywheel dia for cam clearance - or changing the rocker geometry ? While both are possible, and i don't doubt that much lift would work, the rocker geometry is such that valve and guide life will be short...even shorter than usual.
Built a 6T road motor for my brother years back with aftermarket long alloy rods. 680cc single carb,late bonnie lobe center figures - and on vintage club runs it would shut down any other Triumphs - even 750's.
it's questions like this that make the weslake heads so attractive. i'm looking forward to seeing it run though.
Forum whore
The 90* crank has a much smaller - lighter - flywheel ( made by EdG in Canada ) so cam crunch isnt an issue.
Using a T120 ally cylinder means the block height is short for a T140 - 830cc , and then some idiot put long rods in as well, so the cylinder has to
be sat on a plate even with extra material left on the CNC machined case deck.
The cams have been welded ( for the 90* offset ) and rough ground to .550" for clearance checking, and the brass tappet blocks have been moved up
and modified to suit - I spent alot of time trying to invent roller followers for it, but simply not enough room.
The rocker ratio has been changed ( in a mockup ) but that may not be needed once Kelford Kevin nails down the LCA and thus tdc overlap needed from
the flowbench numbers.
Ive got a thing thats unique and new.To prove it I'll have the last laugh on you.Cause instead of one head I got two.And you know two heads are better than one.
Forum whore
I can hear the snickers now of the detractors when it turns up with a two into one + three step headers + anti reversion cans off
the FF1600 like I did for Evans.
Ive got a thing thats unique and new.To prove it I'll have the last laugh on you.Cause instead of one head I got two.And you know two heads are better than one.
No8 Wire Extraordinaire
And Jonny, just so not to seem rude, we do poke some jest around here, but we're always keen to hear other ideas. It broadens our experience base with other more experienced members expanding our knowledge.
but you can keep your steenking tappets and cams and other bedevilry
Don't you look at my accountant.
He's the only one I've got.
Forum whore
Why indeed? The Bonneville I once borrowed backfired and burned quite happily on regular fuel
Was worth a crack
Using Kels laptop to write this. We are down at the Taupo Car Clubs meet for classic cars, drift cars, racing trucks side cars and Hyosung bikes. Only four Hyosungs and four Buckets in the RR clase though. Kels bike is running great and he has placed first in each race so far after having to start of the back of the grid because he forgot to run a transponder in qualifying. Great weather lots of people, carpark full of very interesting stuff like the twin turbo monster Detroit two stroke Diesel truck engine, phenomenal noise when its in full flight. TeeZee.
Low personal B.M.E.P.
yeah, but there's no fun in being able to see the flames,Frits....Methanol fires come as a nice surprise when you can't see them...Why indeed? The Bonneville I once borrowed backfired and burned quite happily on regular fuel
Forum whore
Aircooled motors simply love the huge latent heat of Methanol, the performance on Jungle Juice can approach that of a water cooled setup
with little or no heat soak power loss.
And as I have chosen the highest com pistons available for a 650, plus Nascar type gapless rings, I end up with near 15:1 compression at 830cc - needing twin plugs
to combat the completely shit chamber shape.
But then, using a 4 channel Ignitech and no dumb waste spark I get to dump a shit load of ignition power into the rich mixtures.
ENOUGH of this 4 stroke bullshit.
Ive got a thing thats unique and new.To prove it I'll have the last laugh on you.Cause instead of one head I got two.And you know two heads are better than one.
Long Haired Yobbo
Still interested to see how that one goes.
But yes, back to proper engines; I got mine running on the Ignitech today, hopefully in time for the 2 day Kaitoke Club Champs next weekend.
At this stage I'm on battery power, it's cool that I can get it running on a battery while I work out the alternator circuit.
As much as I've consistently stated that I HATE the idea of running total loss I'm becoming tempted to see how it runs with just a plate to trigger the pulse coil, that's loosing a lot (possibly too much?) flywheel mass.
Still have to find time to get the head off and tidied up this week.
At Roy's Hill I had clipped the head because it wasn't centred correctly, I've since changed it to a lapped spigot fit and also shaved a wee bit off the top to get the port timing right for the pipe, annoyingly I did this in a rush and after I'd taken it out of the lathe I noticed I'd left a ridge in it, too much to carefully take off by hand.
Heinz Varieties
Forum whore
If we are talking 2-strokes, here is a real mans 2T inter cooled 40 psi roots supercharger feed by twin turbos and yes this 2T has poppet valves. The intercooler, fuel system, engine and transmission including the diff all had there own fan cooled radiators.
Hardcore Biker
for the 2t tuners. if you have a engine your not familiar with what method would you use to establish decent port timings ? would 192/130 (original is 180/124) be good place to start or keep transfers alittle lower ? its T style exh
No8 Wire Extraordinaire
You first have to do some soul searching before you ask any questions.
What's its intended porpoise?
What revs do you think the piston & rings will survive?
same for crank?
What sort of spread and what peak power revs?
How often do you want to/afford rebuilding it?
Don't you look at my accountant.
He's the only one I've got.
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